Spring for vehicles.



PATENTED FEB. 4, 1908.

G. SGHWARZ.

SPRING FOR VEHICLES.

APPLICATION FILED MAR. 1, 1907.

2 SHEETS-SHEET 'l.

MZZ6S666 6 2 22061: for

PATENTED FEB. 4, 1908.

G. SGHWARZ.

SPRING FOR VEHICLES.

APPLICATION FILED MAR. 1, 1907.

2 SHEBTS-SHEET 2.

- 7720676 for fi f m GEORG SCHWARZ, OF EISENAOH, GERMANY.

SPRING- FOR VEI iICLES.

Specification of Letters Patent.

Patented Feb. 4, 1908.

Application filed March II 1907. Serial No. 359.992.

the carriage frame 3 in a more or less movable manner. As long as the two springs 1 of a carriage axle 2 yield to the same extent, so that the axle comes nearer to or farther away from the frame while remaining parallel to it, the action of the spring is free and not interfered with (see Figure 1).' As soon,

however, as the unevenness of the road causes one sprmg 1 to yield more than the other, and the carriage axle .2 consequently comes into an oblique position relatively tothe carriage frame (see Fig. 2), there are strains on the springs and the spring-suspensions, which prevent the springs from actmg freely and easily. This renders the move: ment of the vehicle hard and inelastic, and the springs practically do not act.

The object of this invention is to obviate the above drawbacks. In accordance with it, the springs 1 are ,no longer rigidly connected to the carriage axles, but are rotatably movable thereon.

In the drawings: Figs. 1 and 2 show the old axle spring suspension. Fig. 3 shows the .axle spring suspension according to the incarriage is driving on a slope.

vention when the carriage is driving on the flat. Fig. 4 shows the same axle when the Fig. 5 shows the springs in elevation and section on the line A.B of Fig. 3. Fig. 6 is a view in elevation of a modified form of the invention in which the spring shoe 5 surrounding the spring 1 can turn in the correspondingly formed strip 6 of the axle 2 of the vehicle; Fig. 7 isa fragmentary side view thereof. Fig. 8 shows an arrangement similar to that shown in Figs. 3 and 4 with lateral buffers for limiting the movement of the springs. Figs. 9 and 10 show helical springs acting between the stops instead of the buffers shown in Fig. 8.

' Owing to thesprings 1 being connected so as to be rotatably movable on the carriage axle 2, they remain parallel tothe carriage frame even when the axle is oblique, and therefore there is no twisting of or strain on, the springs 1, as they can freely and easily move with their collar 5 on the bolt 4 passing transversely through the axle 2. The consequence is that the vehicle is very springy and free from shocks even when the road is rough.

In another construction shown in Figs. 6 and 7, the collar 5 surrounding the spring 1, can rotate in a correspondingly shaped bracket 6 of the carriage axle 2. In Fig. 8 the spring collar 5 is limited in its lateral movement by the buffer 7.

In the construction shownin Figs. 9 and 10, the lateral movement of the spring collar 5 is limited by helical springs 8; 9 are stops for the buffer 7 or for the helical springs 8, secured to the carriage axle 2.

l'Vhat I claim is:

1. A vehicle spring having pivotal connection with an axle to allow free movement to the latter and the spring, and lateral tension means cooperative with the pivotal axle connection.

2. In a vehicle body and axle, a spring, brackets carried by the body, links connecting the spring with the brackets, and a pivotal bracket carried by the axle and having connection with said spring, whereby the latter and the axle are freely movable with respect to the body.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

GEORG SCIIWARZ. \Vitnesses:

ALFRED RAUH, ERNST GUSGORINN. 

